Railway tank car bodies



United States Patent [72] Inventor George Trausch 3,326,141 6/1967Graves.

Masury, Ohio 3,379,478 4/1968 Aller et al. [21] Appl. No. 635,5813,390,644 7/1968 Krauskopf. [22] Filed May 1967 Prima Examiner-Arthur L.La Point [45] patfimed Sept Assistzzt Examiner-Richard A. Bertsch [73]Asslgnee General mencan Transportanon Attorney-Prangley, Clayton,Muller, Dithmar and Vogel Corporation Chicago, Illinois a corporation ofNew York ABSTRACT: A railway tank car body adapted to contain at [54]RAILWAY TANK CAR BODIES different times two non-compatible liquidladings; a liquid-im- 9 Claims 7 Drawing Figs perv ous flexiblediaphragm of cup-shaped form arranged within the body, and sealedthereto around the peripheral [52] US. Cl. 105/358 thereof to dividethe-interior of the body into complementary [5 1] Int. Cl B611] 5/00,liquid lading compartments respectively disposed on opposite 3 sides ofthe diaphragm, the diaphragm being readily reversible [50] Fieldofsearch 105/358, upon itself and thus selectively movable between firstand 376 second positions within and in contact with the body to minimizethe volume of a first of the liquid lading compart- [56] ReferencesC'ted ments and to maximize the volume of a second of the liquid UNITEDSTATES PATENTS lading compartments, first and second inlet connectorscom- 2,620,748 12/1952 Shields. municating respectively with the liquidlading compartments, 2,758,747 8/1956 Stevens and first and secondoutlet connectors communicating respec- 3.277,842 10/1966 Schwartz eta1. tively with the liquid. lading compartments.

Patented Sept. 15, 1970 3,528,375

" Sheet g of 3 stones mAuscu Patented Sept. 15, 1970 3 off) Sheet FIG. 7

FIG. 6'

RAILWAY TANK CAR BODIES The present invention relates to a railway tankcar body of elongated longitudinally extending hollow form and supportedwith its longitudinal axis in a substantially horizontal position andadapted to contain at different times two non-compatible liquid ladings,wherein the body contains a liquid-impervious flexible diaphragm ofcup-shaped form including a substantially cylindrical side wall havingan open end and a generally disk-like end wall, and facility for sealingin liquid-tight relation an upstanding annular portion of the side walldisposed adjacent to the open end thereof to a central section of thebody so as to divide the interior of the body into complementary liquidlading compartments respectively disposed on opposite sides of thediaphragm, the diaphragm being readily reversible upon itself and thusselectively movable between two positions within the body, whereby thediaphragm in each one of its respective positions defines acorresponding one of the liquid lading compartments each having a volumesubstantially equal to that of the interior of the body.

It is the general object of the invention to provide a railway tank carbody of the character described that is of improved and simplifiedconstruction and arrangement.

Another object of the invention is to provide a railway tank car body ofthe character described that is also of strong rigid construction andfurther comprising a pair of longitudinally aligned stub draft sillsrespectively arranged below the opposite ends of the body andrespectively rigidly secured thereto so that the draft forces appliedbetween the stub draft sills are transmitted through the body, withoutthe necessity of the usual car underframe.

- A further object of the invention is to provide a railway tank carbody of the character described and further comprising a pair of inletconnectors respectively carried by two longitudinally spaced-apart upperportions of the body and respectively communicating with the two liquidlading compartments, and a pair of outlet connectors respectivelycarried by two longitudinally spaced-apart lower portions of the bodyand respectively communicating with the two liquid lading compartments.

A further object of the invention is to provide a railway tank car bodyof the character described and further comprising a pair of upstandingtubular structures respectively carried by two longitudinallyspaced-apart upper portions of the body and respectively communicatingwith the two liquid lading compartments and respectively definingmanways thereinto,

and a pair of covers respectively carried by the tubular structures,wherein each of the covers is selectively movable between open andclosed positions with respect to the associated tubular structure.

A still further object of the invention is to provide a railway tank carbody of the character described, wherein the flexible diaphragm in eachof its positions is supported substantially throughout the entire areathereof by the adjacent portion of the interior surface of the body sothat each of the liquid lading compartments has a volume that issubstantially equal to that of the entire interior of the body and sothat there is no danger of rupturing the diaphragm by hydraulic pressurein either one of its supported positions.

Further features of the invention pertain to the particular arrangementof the elements of the railway tank car body, whereby the above-outlinedand additional operating features thereof are attained.

The invention, both as to its organization and method of operation,together with further objects and advantages thereof, will best beunderstood by reference to the following specification, taken inconnection with the accompanying drawings, in which:

FIG. 1 is a side elevational view of a railway tank car provided with abody embodying the present invention;

FIG. 2 is a diagrammatic longitudinal sectional view of the body of therailway tank car;

FIG. 3 is a diagrammatic lateral sectional view of the body of therailway tank car;

FIG. 4 is a greatly enlarged longitudinal sectional view of the centralbottom portion of the body of the railway tank car, this view beingtaken in the direction of the arrows along the line 4-4 in FIG. 3;

5 FIG. 5 is a greatly enlarged cross-sectional view of the flexiblediaphragm that is arranged within the body of the railway tank car, asshown in FIG. 4, and dividing the interior thereof into complementaryliquid lading compartments;

. FIG. 6 is an enlarged longitudinal sectional view of the upperright-hand portion of the body of the railway tank car, as shown in FIG.1, and illustrating the constructional details of the manway providedinto the upper right-hand portion of the corresponding liquid ladingcompartment defined in the body thereof; and

FIG. 7 is an enlarged longitudinal sectional view of the lowerright-hand portion of the body of the railway tank car, as shown in FIG.1, and generally illustrating the outlet valve communicating with thelower right-hand portion of the corresponding liquid lading compartmentdefined in the body thereof.

Referring now to FIG. 1 of the drawings, there is illustrated a railwaytank car comprising a body 21 of elongated longitudinally extendinghollow form and embodying the features of the present invention; whichbody 21 is supported with its longitudinal axis in a substantiallyhorizontal position and is adapted to contain and to transport, atdifferent times, two non-compatible liquid ladings, as explained morefully hereinafter. More particularly, as also shown in FIGS. 2, 3 and 4,the body 21 comprises an upstanding substantially ringshaped centralsection 22, and a pair of substantially cylindrical end sections 23 and24 respectively positioned on opposite sides of the central section 22and disposed in substantial longitudinal alignment with respect to eachother, the inner ends of the end sections 23 and 24 being respectivelysealed in liquid-tight relation, as by welding, to the opposite sides ofthe central section 22. Also, the body 21 comprises a pair of upstandingheaders 25 and 26 respectively positoned adjacent to the respectiveouter end of the end sections 23 and 24 and respectively sealed, as bywelding, in liquid-tight relation thereto. In the construction of thebody 21, the elements 22, 23, 24, 25 and 26 are formed of a suitablegauge of low carbon steel, whereby the body 21 is of strong rigidconstruction, as explained more fully hereinafter.

Again referring to FIG. 1, the railway tank car 20 further comprises apair of longitudinally aligned stub draft sills 27 and 28 respectivelyarranged below the end sections 23 and 24 and respectively rigidlysecured thereto, as by welding, the

jecting longitudinally outwardly beyond the respective ones of the endsections 23 and 24, as well as longitudinally outwardly beyond therespectively adjacent ones of the headers 25 and 26. The extreme outerends of the stub draft sills 27 are hollow and are adapted respectivelyto receive a pair of draft gears, not shown, in the usual manner. Also,the railway tank car 20 comprises a pair of longitudinally spaced-apartand laterally extending body bolsters 29 and 30 rigidly secured to theintermediate portions of the corresponding ones of the stub draft sills27 and 28. The top of the body bolster 29 is rigidly secured, as bywelding, to an adjacent saddle plate structure 31 that receives theadjacent lower outer end portion of the end section 23; which saddleplate structure 31 is rigidly secured, as by welding, to the adjacentportion of the end section 23 received thereby. Similarly, the top ofthe body bolster 30 is rigidly secured, as by welding, to an adjacentsaddle plate structure 32 that receives the adjacent lower outer endportion of the end section 24; which saddle plate structure 32 isrigidly secured, as by welding, to the adjacent portion of the endsection 24 received thereby. The bottom central portion of the bodybolster 29 is pivotally connected by a kingpin, not shown, to the truckbolster of an associated wheeled truck 33; and similarly, the bottomcentral portion of the body bolster '30 is pivotally connected by akingpin, not shown, to the truck bolster of an associated wheeled truck34. Of course, the

outer ends of the stub draft sills 27 and 28 respectively prowheeledtrucks 33 and 34 support the opposite ends of the railway tank car upona cooperating railway track, in the usual manner. Further, the stubdraft sill 27 and the body bolster 29 carry an end platfonn 35 at theadjacent end of the body 21 and extending about the header andsimilarly, the stub draft sill 28 and the body bolster carry an endplatform 36 at the adjacent end of the body 21 and extending about theheader 26.

The opposite top sides of the body 21 carry a pair of longitudinallyextending runways, only one of which is indicated at 37; and the centralportions of the runways are accessible via a pair of upstanding ladders,only one of which is indicated at 38. Specifically, the ladder 38 iscarried by the central portion of the runway 37 rendering the sameaccessible from the ground adjacent to the central portion of thecorresponding side of the body 21; and similarly, the ladder, not shown,that is arranged on the outer side of the body 21 is carried by thecentral portion of the runway, not shown, rendering the same accessiblefrom the ground adjacent to the central portion of the correspondingside of the body 21, Furthermore, the opposite ends of the pair ofrunways mentioned carry a pair of upstanding substantially U-shapedguard rails 39 and 40 that are rigidly secured thereto for theprotection of a trainman when he is on top of the body 21. Specifically,the upstanding guard rail 39 is positioned above the corresponding endsection 23 of the body 21, while the upstanding guard rail 40 ispositioned above the corresponding end section 24 of the body 21.

In view of the foregoing, it will be understood that the elements 22,23, 24, 25 and 26 of the body 21 are formed of strong rigid material forthe purpose of rendering strong and rigid the body 21 so that the draftforces exerted between the stub draft sills 27 and 28 are transmittedthrough the elements 23, 22 and 24. By virtue of the circumstance thatthe railway tank car 20 is not provided with the usual car underframe,the omission of the car underframe in the railway tank car 20contributes to economy of manufacture and is, in no way, necessary,since the body 21 is of strong rigid construction and arrangement, asnoted above. Specifically, it will be appreciated that the draft forcesare transmitted from the stub draft sill 27 directly into the endsection 23 and into the body bolster 29 and therefrom via the saddleplate structure 32 into the end section 23. In a similar manner, thedraft forces are transmitted from the stub draft sill 28 directly intothe end section 24 and into the body bolster 30 and therefrom via thesaddle plate structure 32 into the end section 24. Of course, the draftgears, not shown, respectively provided in the hollow outer ends of thestub draft sills 27 and 28 minimize the transmission of longitudinalshocks to the stub draft sills 27 and 28, in the usual manner.

Again referring to FIGS. 2, 3 and 4, the body 21 further comprises aliquid-impervious flexible diaphragm 50 of cupshaped form including asubstantially cylindrical side wall 51 having an open end and agenerally disk-like end wall 52; which diaphragm 50 is arranged withinthe body 21 and sealed in liquid-tight relation at an upstanding annularportion of the side wall 51 disposed adjacent to the open end thereof tothe central section 22, so as to divide the interior of the body 21 intocomplementary liquid lading compartments 53 and 54 respectively disposedon opposite sides of the diaphragm 50, the diaphragm 50 being readilyreversible upon itself, as indicated in FIG. 4, and thus selectivelymovable between first and second positions within the body 21. When thediaphragm 50 occupies a first of its positions, as shown in FIG. 2, andas illustrated in solid lines in FIG. 4, the side wall 51 and the endwall 52 respectively engage a first of the end sections 23 and a firstof the headers 25 so as to minimize the volume of a first of the liquidlading compartments 53 and so as to maximize the volume of a second ofthe liquid lading compartments 54. On the other hand, when the diaphragm50 occupies a second of its positions, as illustrated in broken lines inFIG. 4, the side wall 51 and the end wall 52 respectively engage asecond of the end sections 24 and a second of the headers 26, so as tominimize the volume of the second liquid lading compartment 54 and so asto maximize the volume of the first liquid lading compartment 53.

As best shown in FIGS. 2 and 4, the central interior portion of thecentral section 22 has an upstanding annular recess or groove 55 formedtherein into which the side wall 51 of the diaphragm 50, adjacent to theopen end thereof, is arranged; whereby the previously mentionedupstanding annular portion of the side wall 51 is disposed within therecess 55. This annular portion of the side wall 51 is retained in placeand sealed in liquid-tight relation to the central section 22, aspreviously noted, by a sealing bar 56 arranged within the recess 55 inoverlying relation with respect to the adjacent annular portion of theside wall 51 of the diaphragm 50. More particularly, the annular sealingbar 56 is formed in a plurality of sections, three being indicated, forthe purpose of accommodating ready assembly thereof into a continuousannular ring in overlying relation with respect to the adjacent annularportion of the side wall 51 of the diaphragm 50; and the three sectionsmentioned of the annular sealing bar 56 are suitably secured in place bya plurality of screws 57 extending throughout a plurality of openingsrespectively provided in the sections of the sealing bar 56 and receivedin a corresponding plurality of threaded holes provided in the adjacentannular portion of the interior surface of the central section 22.

More particulary, when the diaphragm 51 occupies its first position, theside wall 51 and the end wall 52 respectively engage the first endsection 23 and the header 25, and, of course, the side wall 51 disposedadjacent to the sealing bar 56 overlies the adjacent interior portion ofthe central section 22, as clearly shown in solid lines in FIG. 4. Onthe other hand, when the diaphragm 50 occupies its second position, theside wall 51 and the end wall 52 respectively engage the second endsection 24 and the header 26; and, of course, the side wall 51 disposedadjacent to the sealing bar 56 overlies the adjacent interior portion ofthe central section 22, as clearly indicated in broken lines in FIG. 4.Further, it will be appreciated that when the diaphragm 50 occupies itsfirst position, as shown in solid lines in FIG. 4, the side wall 51uncovers the sealing bar 56, so that the sealing bar 56 is thus arrangedwithin the second liquid lading compartment 54. On the other hand, whenthe diaphragm 50 occupies its second position, as indicated in brokenlines in FIG. 4, the side wall 51 overlies the sealing bar 56 so as toexclude the sealing bar 56 from the first liquid lading compartment 53.

Thus, it will be understood that when the diaphragm 50 occupies itsfirst position, the effective volume of the second liquid ladingcompartment 54 is substantially equivalent to the volume of the entireinterior of the body 21 and the diaphragm 50 is supported substantiallyentirely throughout the total area thereof so that there is no danger ofrupturing the same by hydraulic pressure resulting from the secondliquid lading contained in the second liquid lading compartment 54. Onthe other hand, when the diaphragm 50 occupies its second position, theeffective volume of the first liquid lading compartment 53 issubstantially equivalent to the volume of the entire interior of thebody 21 and the diaphragm 50 is supported substantially entirelythroughout the total area thereof so that there is no danger ofrupturing the same by hydraulic pressure resulting from the first liquidlading contained in the first liquid lading compartment 53.

Also, the body 21 comprises a first inlet connector 61 carried by theupper portion of the first end section 23 adjacent to the junction ofthe outer end thereof with the header 25; which first inlet connector 61may essentially comprise a tube arranged in a cooperating openingprovided in the outer end portion of the first end section 23 and sealedthereto in liquidtight relation, as by welding, and thus communicatingwith the first liquid lading compartment 53 and accommodating thefilling thereinto of the first liquid lading. As shown in FIG. 1, thefirst inlet connector 61 removably carries a cooperating manuallyoperable inlet valve 62 that may be of any suitable conventionalconstruction and selectively operative between open and closedpositions, in the usual manner. Also, the body 21 comprises a firstoutlet connector 63 carried by the lower portion of the first endsection 23 adjacent to the junction of the inner end thereof with the.central section 22; which first outlet connector 63 may essentiallycomprise a ring arranged in surrounding relation with a cooperating holeprovided in the inner end portion of the first end section 23 and sealedthereto in liquid-tight relation, as by welding, and thus communicatingwith the first liquid lading compartment 53 and accommodating theemptying therefrom of the first liquid lading. As shown in FIG. 1, thefirst outlet connector 63 removably carries a cooperating manuallyoperable outlet valve 64 that may be of any suitable conventionalconstruction and selectively operative between open and closedpositions; in the usual manner.

Also, the body 21 comprises a second inlet connector 65 carried by theupper portion of the second end section 24 adjacent to the junction ofthe outer end thereof with the header 26; which second inlet connector65 may essentially comprise a tube arranged in a cooperating openingprovided in the outer end portion of the second end section 24 andsealed thereto in liquid-tight relation, as by welding, and thuscommunicating with the second liquid lading compartment 54 andaccommodating the filling thereinto of the second liquid lading. Asshown in FIG. 1, the second inlet connector 65 removably carries acooperating manually operable inlet valve 66 that may be of any suitableconventional construction and selectively operative between open andclosed positions, in the usual manner. Also, the body 21 comprises asecond outlet connector 67 carried by the lower portion of the secondend section 24 adjacent to the junction of the inner end thereof withthe central section 22; which second outlet connector 67 may essentiallycomprise a ring arranged in surrounding relation with a cooperating holeprovided in the inner end portion of the second end section 24 andsealed thereto, in liquid-tight relation, as by welding, and thuscommunicating with the second liquid lading compartment 54 andaccommodating the emptying therefrom of the second liquid lading. Asshown in FIG. 1, the second outlet connector 67 removably carries acooperating manually operable outlet valve 68 that may be of anysuitable conventional construction and selectively operative betweenopen and closed positions, in the usual manner.

In order to prevent any possible damage to the side wall 51 of thediaphragm 50 when it occupies its first position, as shown in full linesin FIG. 4, the inlet connector 61 and the outlet connector 63 arepreferably provided with suitable guards, which may be substantiallyidentical; and in order to prevent any possible damage to the side wall51 of the diaphragm 50 when it occupies its second position, as shown inbroken lines in FIG. 4, the inlet connector 65 and the outlet connector67 are preferably provided with suitable guards, which may besubstantially identical. For example, the outlet connector 67 isprovided with the guard 70, as shown in FIGS. 4 and 7, for preventingdamage to the side wall 51 of the diaphragm 50, as noted above. As bestshown in FIG. 7, the guard 70 essentially comprises a sheet metalconstruction that is substantially of cup-shaped form and including aperforated bottom wall 71, a substantially cylindrical side wall 72 anda substantially annular flange 73. In the arrangement, the cylindricalside wall 72 of the guard 70 is supported in an annular opening formedthrough the central portion of the ring-shaped outlet connector 67, withthe bottom wall 71 disposed in a position substantially flush with theinterior surface of the end section 24, and with the annular flange 73in clamped relation between the outer surface of the outlet connector 67and the inner surface of the body of the outlet valve 68. Asillustrated, a downwardly extending annular sealing ring 75 is carriedby the outlet connector 67 and projects into a cooperating annu--largroove 76 formed in the inner surface of the body of the outlet valve68 with a sealing gasket 77 therebetween. Also, as illustrated, the bodyof the outlet valve 68 is removably secured to the outlet connector 67by a plurality of threaded studs 78 carrying cooperating nuts 79;whereby the outlet valve 68 is detachably secured to the outletconnector 67 in liquid-tight relation therewith, with the guard 70 insupported position within the annular opening provided through thecentral portion of the outlet connector 67, as previously noted.

The construction of the guard, not shown, that is operatively associatedwith the outlet connector 63 may be identical to that of the outletguard 70 operatively associated with the outlet connector 67, asdescribed above. Also, the guards, not shown, respectively operativelyassociated with the inlet connectors 61 and 65 may be of identicalconstruction with respect to each other, and may be substantiallyidentical in construction to that of the guard 70, as described above.

In view of the foregoing, it will be appreciated that with the firstinlet valve 62 in its open position and with the first outlet valve 64in its closed position, the first liquid lading may be introducedthrough the first inlet valve 62 into the first liquid ladingcompartment 53 so as to cause the diaphragm 50 to move by virtue of thehydraulic pressure of the first liquid lading from its first position,as illustrated in solid lines in FIG. 4, toward its second position, asillustrated in broken lines in FIG. 4. However, in order that thediaphragm 50 may be moved by the hydraulic pressure of the first liquidlading in the first liquid lading compartment 53 completely into itssecond position, the second outlet valve 68 must be operated into itsopen position to permit the air contained in the second liquid ladingcompartment 54 to be discharged to the atmosphere.

Also, it will 'be understood that with the second inlet valve 66 in itsopen position and with the second outlet valve 68 in its closedposition, the second liquid lading may be introduced through the secondinlet valve 66 into the second liquid lading compartment 54 so as tocause the diaphragm 50 to move by virtue of the hydraulic pressure ofthe second liquid lading from its second position, as illustrated inbroken lines in FIG. 4, toward its first position, as illustrated infull lines in FIG. 4. However, in order that the diaphragm 50 may bemoved by the hydraulic pressure of the second liquid lading in thesecond liquid lading compartment 54 completely into its first position,the first outlet valve 64 must be operated into its open position topermit the air contained in the first liquid lading compartment 53 to bedischarged to the atmosphere.

For the purpose of discharging to the atmosphere the air contained inthe second liquid lading compartment 54, incident to filling of thefirst liquid lading into the first liquid lading compartment 53, it isrecommended that the second inlet valve 66 be operated into its openposition, together with operation into its open position of the secondoutlet valve 68, as described above, so that the air contained in thesecond liquid lading compartment 54 may be discharged to the atmospherevia both of the valves 66 and 68, thereby to prevent any possibility ofthere being any substantial air trapped in the second liquid ladingcompartment 54 during filling of the first liquid lading into the firstliquid lading compartment 53 and thereby to insure utilization of themaximum volume of the first liquid lading compartment 53 incident to theloading thereinto of the first liquid lading.

For the purpose of discharging to the atmosphere the air contained inthe first liquid lading compartment 53, incident to filling of thesecond liquid lading into the second liquid lading compartment 54, it isrecommended that the first inlet valve 62 be operated into its openposition, together with operation into its open position of the firstoutlet valve 64, as described above, so that the air contained in thefirst liquid lading compartment 53 may be discharged to the atmospherevia both of the valves 62 and 64, thereby to prevent any possibility ofthere being any substantial air trapped in the first liquid ladingcompartment 53 during filling of the second liquid lading into thesecond liquid lading compartment 54 and thereby to insure utilization ofthe maximum volume of the second liquid lading compartment 54 incidentto the loading thereinto of the second liquid lading.

[n.order to effect draining of the first liquid lading from the firstliquid lading compartment 53, the outlet valve 64 is first operativelyconnected via a hose, not shown, to the container into which the firstliquid lading is to be emptied, the first outlet valve 64 is thenoperated into its open position, and the first inlet valve 62 is thenoperated into its open position. After complete draining of the firstliquid lading from the first liquid lading compartment 53, the firstoutlet valve 64 is operated back into its closed position, theassociated hose is removed therefrom, and the first inlet valve 62 isoperated back into its closed position. In order to insure completedraining of the first liquid lading from the first liquid ladingcompartment 53, the bottom portion of the end section 23 is pitchedlongitudinally downwardly from the header toward the first outletconnector 63 at a suitable slope, such, for example, as 7%" per l2" oflongitudinal run, as indicated in FIG. 2.

In order to effect draining of the second liquid lading from the secondliquid lading compartment 54, the outlet valve 68 is first operativelyconnected via a hose, not shown, to the container into which the secondliquid lading is to be emptied, the second outlet valve 68 is thenoperated into its open position, and the second inlet valve 66 is thenoperated into its open position. After complete draining of the secondliquid lading from the second liquid lading compartment 54, the secondoutlet valve 68 is operated back into its closed position, theassociated hose is removed therefrom, and the second inlet valve 66 isoperated back into its closed position. In order to insure completedraining of the second liquid lading from the second liquid ladingcompartment 54, the bottom portion of the end section 24 is pitchedlongitudinally downwardly from the header 26 toward the second outletconnector 67 at a suitable slope, such, for example, as /s" per 12" oflongitudinal run, as indicated in FIG. 2.

Further, the body 21 comprises a first upstanding tubular structure 81carried by the upper portion of the first end section 23 adjacent to thejunction of the inner end thereof with the central section 22, andsealed in liquid-tight relation to the first end section 23 andcommunicating with the first liquid lading compartment 53 and defining amanway therethrough into the first liquid lading compartment 53 when thediaphragm 50 occupies its second position, as shown in broken lines inFIG. 4. Similarly, the body 21 comprises a second upstanding tubularstructure 82 carried by the upper portion of the second end section 24adjacent to the central section 22 and sealed in liquid-tight relationto the second end section 24 and communicating with the second liquidlading compartment 54 and defining a manway therethrough into the secondliquid lading compartment 54 when the diaphragm 50 occupies its firstposition, as shown in solid lines in FIG. 4. The two upstanding tubularstructures 81 and 82 respectively carry two covers 91 and 92 upon theupper ends thereof, each of which covers 91 and 92 is selectivelymovable between closed and open positions with respect to the associatedone of the upstanding tubular structures 81 and 82. Also, the covers 91and 92 respectively carry relief valves 101 and 102 and respectivelycommunicating with the associated manways and respectively operative torelieve to the atmosphere undue high pressure of the gas in theassociated ones of the liquid lading compartments 53 and S4. Theorganization of the elements 81, 91 and 101 and of the elements 82, 92and 102 will best be understood by reference to FIG. 6, wherein thedetails of the elements 82, 92 and 102 are illustrated.

Referring now to FIG. 6, the lower end of the upstanding tubularstructure 82 is arranged within an opening provided in the upper innerportion of the end section 24 and suitably secured in place, as bywelding. Also, a substantially annular collar or ring 83 is arrangedabout the lower end of the upstanding tubular structure 82 at thejunction thereof with the upper inner portion of the end section 24;which annular collar 83 is rigidly secured in place to the adjacentportions of the upstanding tubular structure 82 and of the end section24. As illustrated, the manway 82a is provided through the upstandingtubular structure 82 into the second liquid lading compartment 54, whenthe diaphragm 50 occupies its first position, as shown in solid lines inFIG. 4. The cover 92 is pivotally mounted upon the upper portion of theupstanding tubular structure 82 by hinge mechanism, including first andsecond hinge elements 84 and 85 respectively rigidly carried by theupstanding tubular structure 82 and the cover 92, and a cooperatingpintle 86; which hinge mechanism is preferably of the generalconstruction and arrangement of that disclosed in U.S. Pat. No.3,197,06l, granted on July 27, 1965 to Charles T. Graves; whereby thecover 92 is selectively operative between its closed position, asillustrated in FIG. 6, and an open position disposed upwardly and to theright of its closed position.

Removably arranged within the upstanding tubular structure 82 is a guardto prevent damage to the side wall 51 of the diaphragm 50 when thediaphragm 50 occupies its second position, as illustrated in brokenlines in FIG. 4. More particularly, the guard 110 comprises anupstanding cylindrical side wall 111, a perforated substantiallydisk-like bottom wall 1 12, and an outwardly directed substantiallyannular flange 113 surrounding the top of the side wall 1 11. The guard110 is nor mally removably arranged within the upstanding tubularstructure 82 with the bottom wall 112 thereof disposed in a positionsubstantially flush with the adjacent top inner portion of the endsection 24 and with the flange 113 arranged in overhanging relation withthe extreme top end of the upstanding tubular structure 82. A sealinggasket 114 is carried by the undersurface of the flange 113 and directlyengages the top of the upstanding tubular structure 82 when the guard110 occupies its normal position within the upstanding tubular structure82; and a sealing gasket 93 is carried by an annular portion of thelower surface of the cover 92 in cooperating relation with the uppersurface of the annular flange 113 when the cover 92 occupies its closedposition and the guard 110 is arranged within the upstanding tubularstructure 82. More particularly, when the guard 110 is arranged withinthe upstanding tubular structure 82 and the cover 92 is in its closedposition, as illustrated in FIG. 6, the sealing gasket 114 seals thespace between the top of the upstanding tubular structure 82 and thelower surface of the annular flange 113 and the sealing gasket 93 sealsthe space between the lower surface of the cover 92 and the uppersurface of the annular flange 113; whereby at this time, the cover 92 inits closed position hermetically seals the manway 820 defined within theupstanding tubular structure 82 against the atmosphere; and also, atthis time, the cover 92 is restrained in its closed position by anassociated latching mechanism indicated generally at 120. The latchingmechanism 120 is selectively operative between latching and unlatchingpositions so as selectively to latch and to release the cover 92 when itoccupies its closed position; and which latching mechanism 120 ispreferably of the construction of that disclosed in the previouslymentioned Graves patent.

The opposed interior portions of the side wall 111 of the guard 110carry a pair of opposed handles, one of these handles being indicated at115; which handles accommodate placement and removal of the guard 110when the cover 92 occupies its open position. In order to preventcomplete detachment of the guard 1 10 from the vicinity of theupstanding tubular structure 82, a flexible chain 116 is operativelyconnected between the handle 115 and a loop 94 affixed to the interiorsurface of the cover 92; which flexible chain 1 16 accommodates theremoval of the guard 110 from the upstanding tubular structure 82 so asto unblock the manway 82a when it is necessary for a person to enter theinterior of the second liquid lading compartment 54 with the diaphragm50 in its first position, as illustrated in full lines in FIG. 4.However, the length of the flexible chain 116 is such that the guard 110 when it has thus been removed from the upstanding tubular structure82 cannot be entirely displaced from the vicinity of the upstandingtubular structure 82, thereby to prevent loss of the guard 110 after ithas been removed from the upstanding tubular structure 82. Also, asuitable liquid lading sampling device 117 is arranged in the interiorof the guard 110, and is also connected by a suitable length of flexiblechain 118 to the previously mentioned loop 94. Of course, the liquidlading sampling device 117 may be selectively placed and removed withrespect to the second liquid lading carried in the second liquid ladingcompartment 54 when the cover 92 occupies its open position and afterthe guard 110 has been removed from the upstanding tubular structure 82;which utilization of the liquid lading sampling device 117 is wellunderstood by those familiar with the operation of railway tank cars.

The cover 92 is upwardly and outwardly dished with respect to theadjacent top of the upstanding tubular structure 82 so as to provide asubstantial dome 95 therein that is in open communication with themanway 82a provided in the upstanding tubular structure 82 when thecover 92 occupies its closed position. The body of the relief valve 102is suitably removably secured in place in a cooperating opening providedin the top of the cover 92 and the bottom of the body of the reliefvalve 102 is in open communication with the dome 95; whereby the reliefvalve 102 operates in a conventional manner to relieve the pressure inthe communicating second liquid lading compartment 54 in the event ofundue pressure therein, as the result of volatile gases escaping fromthe second liquid lading contained in the second liquid ladingcompartment 54. The construction and arrangement of the relief valve 102may be entirely conventional, since these details form no part of thepresent invention.

Of course, it will be appreciated that the provision of the manway 82athrough the upstanding tubular structure 82 permits a person to enterthe second liquid lading compartment 54 when the diaphragm 50 occupiesits first position, as illustrated in solid lines in FIG. 4; whereby thearrangement accommodates inspection and cleaning of the second liquidlading compartment 54, in the usual manner.

Considering in greater detail the construction and arrangement of theflexible diaphragm 50, it is noted that the same is formed essentiallyof a synthetic organic resin that is characterized by chemical stabilityand long life and that is highly resilient to chemical attack by thefirst and second liquid ladings that are carried at different times inthe respective first and second liquid lading compartments 53 and 54.Referring more particularly to FIG. 5, it will be observed that thediaphragm 50 is of multi-ply construction, including two outer layers orplies 50a and 50b and an intermediate bonding layer 50c securingtogether the outer plies 50a and 50b. For example, the outer layer 5011may consist essentially of neoprene, the outer layer 50b may consistessentially of Perbunan, and the intermediate layer 50c may comprisel-lycar rubber cement or adhesive that consists essentially ofcopolymers of butadiene and acrylonitrile. Also, in certain casesinvolving particular liquid ladings, the one or both of the outer plies50a and 50b may be formed of a suitable polysulfide rubber, known as aThiokol". More particularly, the composition of a particular ply of thecomposite diaphragm 50 is selected in view of the specific chemical thatcomprises the contacting liquid lading in the corresponding liquidlading compartment; and in passing, it is mentioned that ordinarilynormal rubber is avoided in the construction of the diaphragm 50 byvirtue of the circumstance that it usually possesses the undesirablecharacteristic of swelling in contact with a wide variety of hydrocarbonsolvents.

In still other cases, where the particular liquid ladings that arecarried in the corresponding liquid lading compartments permit, it issatisfactory merely to form the diaphragm of a single layer of asuitable synthetic organic resin, such as Perbunan and then provide theopposite sides thereof with resin coatings of appropriate thicknesses inorder to improve the chemical resistance thereof to attack by theparticular liquid ladings involved. The details of other suitablearrangements of the diaphragm 50 are not described in the interest ofbrevity, since this chemistry is well-known to those engaged inmanufacturing rubber products of this character.

In view of the foregoing, it will be understood that the railway tankcar body 21 is of advantageous .construction and ar rangement, since itis altogether practical to employ the railway tank car in trafficinvolving the shipment of two different and non-compatible liquidladings between two given locations, without contact of either one ofthe liquid ladings with the other, and without the necessity of cleaningthe respective liquid lading compartments, except periodically, and asmay be otherwise required. This feature of the railway tank car body 21is very advantageous as it prevents the usual returns in one directionwithout a lading. in other words, the railway tank car body 21 may beutilized to ship noncompatible liquid ladings in the opposite directionsinvolved, without danger of one liquid lading contaminating the other orof undesirable chemical reactions between the two chemically reactiveliquid ladings, as will be apparent to those familiar with such chemicalreactions; whereby the utilization of the railway tank car body 21materially contributes to economy in the shipment of such non-compatibleliquid ladings.

While there has been described what is at present considered to be thepreferred embodiment of the invention, it will be understood thatvarious modifications may be made therein.

1 claim:

1. A railway tank car body of elongated longitudinally extending hollowform and supported with its longitudinal axis in a substantiallyhorizontal position and adapted to contain at different times twonon-compatible liquid ladings; said body comprising an upstandingsubstantially ring-shaped central section, a pair of substantiallycylindrical end sections respectively positioned on opposite sides ofsaid central section and disposed in substantial longitudinal alignmentwith respect to each other, the inner ends of said end sections beingrespectively sealed in liquid-tight relation to the opposite sides ofsaid central section, a pair of upstanding headers respectivelypositioned adjacent to the opposite outer ends of said end sections andrespectively sealed in liquid-tight relation thereto, aliquid-impervious flexible diaphragm arranged within said body, saiddiaphragm being of cup-shaped form including a substantially cylindricalside wall having an open end and a generally disk-like end wall, meansfor scaling in liquid-tight relation an upstanding annular portion ofsaid side wall disposed adjacent to the open end thereof to said centralsection so as to divide the interior of said body into complementaryliquid lading compartments respectively disposed on opposite sides ofsaid diaphragm, said diaphragm being readily reversible upon itself andthus selectively movable between first and second positions within saidbody, said side wall and said end wall respectively engaging a first ofsaid end sections and a first of said headers when said diaphragmoccupies its first position so as to minimize the volume of a first ofsaid liquid lading compartments and to maximize the volume of a secondof said liquid lading compartments, said side wall and said end wallrespectively engaging a second of said end sections and a second of saidheaders when said diaphragm occupies its second position so as tominimize the volume of said second liquid lading compartment and tomaximize the volume of said first liquid lading compartment, a firstinlet connector carried by the upper portion of said first end sectionand sealed in liquid-tight relation thereto and communicating with saidfirst liquid lading compartment and accommodating the filling thereintoof the first liquid lading, a first outlet connector carried by thelower portion of said first end section and sealed in liquid-tightrelation thereto and communicating with said first liquid ladingcompartment and accommodating the emptying therefrom of the first liquidlading, a second inlet connector carried by the upper portion of saidsecond end section and sealed in liquid-tight relation thereto andcommunicating with said second liquid lading compartment andaccommodating the filling thereinto of the second liquid lading, and asecond outlet connector carried by the lower portion of said second endsection and sealed in liquidtight relation thereto and communicatingwith said second liquid lading compartment and accommodating theemptying therefrom of the second liquid lading, said diaphragm beingmoved from its second position into its first position by hydraulicpressure incident to the filling of the second liquid lading into saidsecond liquid lading compartment with said first liquid ladingcompartment communicating with the atmosphere, said diaphragm beingmoved from its first position into its second position by hydraulicpressure incident to the filling of the first liquid lading into saidfirst liquid lading compartment with said second liquid ladingcompartment communicating with the atmosphere.

2. A railway tank car body of elongated longitudinally extending hollowform and supported with its longitudinal axis in a substantiallyhorizontal position and adapted to contain at different times twonon-compatible liquid ladings; said body comprising an upstandingsubstantially ring-shaped central section, a pair of substantiallycylindrical end sections respectively positioned on opposite sides ofsaid central section and disposed in substantial longitudinal alignmentwith respect to each other, the inner ends of said end sections beingrespectively sealed in liquid-tight relation to the opposite sides ofsaid central section, a pair of upstanding headers respectivelypositioned adjacent to the opposite outer end of said end sections andrespectively sealed in liquid-tight relation thereto, aliquid-impervious flexible diaphragm arranged within said body, saiddiaphragm being of cup-shaped form including a substantially cylindricalside wall having an open end and a generally disklike end wall, meansfor scaling in liquid-tight relation an upstanding annular portion ofsaid side wall disposed adjacent to the open end thereof to said centralsection so as to divide the interior of said body into complementaryliquid lading compartments respectively disposed on opposite sides ofsaid diaphragm, said diaphragm being readily reversible upon itself andthus selectively movable between first and second positions within saidbody, said side wall and said end wall respectively engaging a first ofsaid end sections and a first of said headers when said diaphragmoccupies its first position so as to minimize the volume of a first ofsaid liquid lading compartments and to maximize the volume of a secondof said liquid lading compartments, said side wall and said end wallrespectively engaging a second of said end sections and a second of saidheaders when said diaphragm occupies its second position so as tominimize the volume of said second liquid lading compartment and tomaximize the volume of said first liquid lading compartment, a firstinlet connector carried by the upper portion of said first end sectionand sealed in liquid-tight relation thereto and communicating with saidfirst liquid lading compartment and accommodating the filling thereintoof the first liquid lading, a first outlet connector carried by thelower portion of said first end section adjacent to said central sectionand sealed in liquidtight relation thereto and communicating with saidfirst liquid lading compartment and accommodating the emptying therefromof the first liquid lading, the bottom of said first end section beingpitched longitudinally downwardly from said first header toward saidcentral section to facilitate draining of the first liquid lading intosaid first outlet connector, a second inlet connector carried by theupper portion of said second end section and sealed in liquid-tightrelation thereto and communicating with said second liquid ladingcompartment and accommodating the filling thereinto of the second liquidlading, and a second outlet connector carried by the lower portion ofsaid second end section adjacent to said central section and sealed inliquid-tight relation thereto and communicating with said second liquidlading compartment and accommodating the emptying therefrom of thesecond liquid lading, the bottom of said second end section beingpitched longitudinally downwardly from said second header toward saidcentral section to facilitate draining of the second liquid lading intosaid second outlet connector, said diaphragm being moved from its secondposition into its first position by hydraulic pressure incident to thefilling of the second liquid lading into said second liquid ladingcompartment with said first liquid lading compartment communicating withthe atmosphere, said diaphragm being moved from its first position intoits second position by hydraulic pressure incident to the filling of thefirst liquid lading into said first liquid lading compartment with saidsecond liquid lading compartment communicating with the atmosphere.

3. A railway tank car body of elongated longitudinally extending hollowform and supported with its longitudinal axis in a substantiallyhorizontal position and adapted to contain at different times twonon-compatible liquid ladings; said body comprising an upstandingsubstantially ring-shaped central section, a pair of substantiallycylindrical end sections respectively positioned on opposite sides ofsaid central section and disposed in substantial longitudinal alignmentwith respect to each other, the inner ends of said end sections beingrespectively sealed in liquid-tight relation to the opposite sides ofsaid central section, a pair of upstanding headers respectivelypositioned adjacent to the opposite outer ends of said end sections andrespectively sealed in liquid-tight relation thereto, the interiorsurface of said central section having an annular recess therein, aliquid-impervious flexible diaphragm arranged within said body, saiddiaphragm being of cup-shaped form including a substantially cylindricalside wall having an open end and a generally disk-like end wall, theannular portion of said side wall disposed adjacent to the open endthereof being arranged in said annular recess, means including anannular sealing bar disposed in overlying relation with the annularportion of said side wall disposed in said annular recess for scaling inliquid-tight relation the annular portion of said side wall to saidcentral section so as to divide the interior of said body intocomplementary liquid lading compartments respectively disposed onopposite sides of said diaphragm, said diaphragm being readilyreversible upon itself and thus selectively movable between first andsecond positions within said body, said side wall and said end wallrespectively engaging a first of said headers when said diaphragmoccupies its first position so as to minimize the volume of a first ofsaid liquid lading compartments and to maximize the volume of a secondof said liquid lading compartments, said side wall and said end wallrespectively engaging a second of said end sections and a second of saidheaders when said diaphragm occupies its second position so as tominimize the volume of said second liquid lading compartment and tomaximize the volume of said first liquid lading compartment, the portionof said side wall adjacent to the open end thereof overlying saidannular sealing bar when said diaphragm occupies its second position, afirst inlet connector carried by the upper portion of said first endsection and sealed in liquid-tight relation thereto and communicatingwith said first liquid lading compartment and accommodating the fillingthereinto of the first liquid lading, a first outlet connector carriedby the lower portion of said first end section and sealed inliquid-tight relation thereto and communicating with said first liquidlading compartment and accommodating the emptying therefrom of the firstliquid lading, a second inlet connector carried by the upper portion ofsaid second end section and sealed in liquid-tight relation thereto andcommunicating with said second liquid lading compartment andaccommodating the filling thereinto of the second liquid lading, and asecond outlet connector carried by the lower portion of said second endsection and sealed in liquid-tight relation thereto and communicatingwith said second liquid lading compartment and accommodating theemptying therefrom of the second liquid lading, said diaphragm beingmoved from its second position into its first position by hydraulicpressure incident to the filling of the second liquid lading into saidsecond liquid lading compartment with said first liquid ladingcompartment communicating with the atmosphere, said diaphragm beingmoved from its first position into its second position by hydraulicpressure incident to the filling of the first liquid lading into saidfirst liquid lading compartment with said second liquid ladingcompartment communicating with the atmosphere.

4. The railway tank car body set forth in claim 1, wherein saiddiaphragm is formed essentially of synthetic organic resin.

5. The railway tank car body set forth in claim 1, wherein saiddiaphragmis of composite construction including a first layer of a firstsynthetic organic resin facing said first liquid lading compartment anda second layer of a second synthetic organic resin facing said secondliquid lading compartment, wherein said first resin is especiallychemically resistant to the first liquid lading, and wherein said secondresin is especially chemically resistant to the second liquid lading.

6. The railway tank car body set forth in claim 1, and furthercomprising a first upstanding tubular structure carried by the upperportion of said first end section and sealed in liquidtight relationthereto and communicating with said first liquid lading compartment anddefining a manway thereinto when said diaphragm occupies its secondposition, a first cover carried by the top of said first structure andselectively movable between open and closed positions with respectthereto, a second upstanding tubular structure carried by the upperportion of said second end section and sealed in liquid-tight relationthereto and communicating with said second liquid lading compartment anddefining a manway thereinto when said diaphragm occupies its firstposition, and a second cover carried by the top of said second structureand selectively movable between open and closed positions with respectthereto.

7. The railway tank car set forth in claim 6, and further comprising afirst reticulated guard removably carried within the bottom of saidfirst structure for preventing said side wall from rising into themanway defined into said first liquid lading compartment when saiddiaphragm occupies its first position, and a second reticulated guardremovably carried within the bottom of said second structure forpreventing said side wall from rising with the manway defined into saidsecond liquid lading compartment when said diaphragm occupies its secondposition.

8. The railway tank car body set forth in claim 6, and furthercomprising first mechanism for locking said first cover in its closedposition to the top of said first structure and in gas-tight relationtherewith, a first relief valve carried by said first cover andcommunicating with the associated manway and operative to relieve to theatmosphere undue high pressure of the gas in said first liquid ladingcompartment when said diaphragm occupies its second position, secondmechanism for locking said second cover in its closed position to thetop of said second structure and in gas-tight relation therewith, and asecond relief valve carried by said second cover and communicating withthe associated manway and operative to relieve to the atmosphere unduehigh pressure of the gas in said second liquid lading compartment whensaid diaphragm occupies its first position.

9. A railway tank car body of elongated longitudinally extending hollowform and supported with its longitudinal axis in a substantiallyhorizontal position and adapted to contain at different times twonon-compatible liquid ladings; said body comprising an upstandingsubstantially ring-shaped central section, a pair of substantiallycylindrical end sections respectively positioned on opposite sides ofsaid central section and disposed in substantial longitudinal alignmentwith respect to each other, the inner ends of said end sections beingrespectively sealed in liquid-tight relation to the opposite sides ofsaid central section, a pair of upstanding headers respectivelypositioned adjacent to the opposite outer ends of said end sections andrespectively sealed in liquid-tight relation thereto, a pair oflongitudinally aligned stub draft sills respectively arranged below saidend sections and respectively rigidly secured thereto, the outer ends ofsaid stub draft sills respectively projecting longitudinally outwardlybeyond the respective ones of said headers, the outer ends of said stubdraft sills being hollow and adapted respectively to receive a pair ofdraft gears, said end sections and said central section being of strongrigid construction, whereby the draft forces are applied therethroughbetween said stub draft sills, a liquid-impervious flexible diaphragmarranged within said body, said diaphragm being of cup-shaped formincluding a substantially cylindrical side wall having an open end and agenerally disk-like end wall, means for sealing in liquid-tight relationan upstanding annular portion of said side wall disposed adjacent to theopen end thereof to said central section so as to divide the interior ofsaid body mto complementary liquid lading compartments respectivelydisposed on opposite sides of said diaphragm, said diaphragm beingreadily reversible upon itself and thus selectively movable betweenfirst and second positions within said body, said side wall and said endwall respectively engaging a first of said end sections and a first ofsaid headers when said diaphragm occupies its first position so as tominimize the volume of a first of said liquid lading compartments and tomaximize the volume of a second of said liquid lading compartments, saidside wall and said end wall respectively engaging a second of said endsections and a second of said headers when said diaphragm occupies itssecond position so as to minimize the volume of said second liquidlading compartment and to maximize the volume of said first liquidlading compartment, a first inlet connector carried by the upper portionof said first end section and sealed in liquid-tight relation theretoand communicating with said first liquid lading compartment andaccommodating the filling thereinto of the first liquid lading, a firstoutlet connector carried by the lower portion of said first end sectionand sealed in liquid-tight relation thereto and communicating with saidfirst liquid lading compartment and accommodating the emptying therefromof the first liquid lading, a second inlet connector carried by theupper portion of said second end section and sealed in liquidtightrelation thereto and communicating with said second liquid ladingcompartment and accommodating the filling thereinto of the second liquidlading, and a second outlet connector carried by the lower portion ofsaid second end section and sealed in liquid-tight relation thereto andcommunicating with said second liquid lading compartment andaccommodating the emptying thereform of the second liquid lading, saiddiaphragm being moved from its second position into its first positionby hydraulic pressure incident to the filling of the second liquidlading into said second liquid lading compartment with said first liquidlading compartment communicating with the atmosphere, said diaphragmbeing moved from its first position into its second position byhydraulic pressure incident to the filling of the first liquid ladinginto said first liquid lading compartment with said second liquid ladingcompartment communicating with the atmosphere.

